The E 78 Silene side-by-side two-seat sailplane was developed by CERVA (Consortium Europeen de Realisation et de Ventes d’Avions) and is the first French glassfibre two-seater. The company was owned by Siren SA and Wassmer-Aviation SA. The E 78 was designed by Siren and, following the closure of Wassmer, was transferred to Issoire in late 1977. The aim was to produce a sailplane suitable for all stages of glider training from ab initio to cross-country flights.
Construction was started in February 1973 and the prototype first flew at Argenton on 2 July 1974.
The wings are of glassfibre/plastic foam sandwich construction, incorporating two-section ailerons of similar material and Schempp-Hirth airbrakes operating both above and below each wing. Flaps are not fitted. The fuselage is a semi-monocoque glassfibre/plastic foam sandwich structure. The conventional tail unit incorporates a fixed incidence tailplane and trim tabs on each elevator.
The pilots sit in staggered position to keep the width of the fuselage to a minimum, the starboard seat being set slightly to the rear. The Silene is available with either retractable or fixed landing wheel with hydraulic brake and shock absorber.
E 78 Silene Wing span: 18.0 m / 59 ft 0 3/4 in Length: 7.95 m / 26 ft 1 in Height: 1.5 m / 4 ft 11 in Wing area: 18.0 sq.m / 193.8 sq ft Wing section: Berlin E55 166 Aspect ratio: 18.0 Empty weight: 365 kg / 805 lb Max weight: 565 kg / 1,246 lb Water ballast: None Max wing loading: 29 kg/sq.m / 5.94 lb/sq ft Max speed: 119 kt / 220 km/h Stalling speed: 34 kt / 63 km/h Min sinking speed: 0.59 m/sec / 1.8 ft/sec at 39 kt / 73 km/h Best glide ratio: 38 at 51 kt / 95 km/h
Societe Issoire Aviation was formed in 1978, following the bankruptcy of Wassmer Aviation, by President/General Director of Siren SA. In addition to subcontract work for the French aircraft industry and construction of sailplanes, offered IA 80 Piranha as a two-seat lightplane.
1995 saw the takeover of Issoire Aviation by the REXIAA Group. Alongside the subcontracting activities, launch of the LIONCEAU programme, the first “all carbon” aircraft with the participation of all the companies in the group.
The next stage after the Nesher was to go into production with a substantially improved aircraft with a largely new propulsion system, modified air¬frame and totally replanned weapon aiming, navigation and other electronic systems. The selected engine was the General Electric J79, of modified GE 17 subtype, rated at 8120 kg (17900 lb) with maximum afterburning. This required larger inlet ducts, a modified engine bay with ram air inlet at the front of a new dorsal spine, and a wider but sharply cutback rear fuselage. Other changes visible externally include a completely new nose with enlarged and flattened underside, completely new cockpit, strengthened landing gear with increased oleo stroke, and rearranged external panels and hatches. Inside, the systems and equipment are considerably altered, the main changes being increased fuel capacity and totally dissimilar weapon control and aiming systems. Elta Electronics, an IAI subsidiary, has used a Singer-Kearfon licence, clearly indicative of an inertial system.
Following testing of J79 engines in an Israeli air force Mirage IIIB the first Kfir (Lion Cub) flew in 1974, and two were publicly shown at Lod airport in April 1975. Compared to the French Mirage III and Mirage 5 it has a more powerful engine, bigger engine air intakes, a longer nose, revised cockpit, Israeli avionics and systems and a fin air inlet located at the lower front end of the fin. The first production versions were designated Kfir-C1. Two Heyl Ha’Avir (Israeli air force) squadrons were equipped with this initial model, which retains the original armament of two 30 mm (1.18 in) DEFA cannon. Seven hardpoints can carry a wide range of external stores for interception, attack or reconnaissance missions, including Shafrir AAMs, Luz, Maverick or Hobos ASMs, Shrike antiradar missiles (ARMs), concrete dibber penetra¬tors, cluster bombs, ECM pods, multi sensor reconnaissance pods, or tanks.
A modestly successful fighter with ground-attack capability, 27 aircraft were built.
On July 20, 1976, at the Heyl Ha’Avir base at Hatzerim, Negev, IAI gave the first public display of the definitive production version, the Kfir-C2. Basically unchanged, this has three important aerodynamic improvements. A fixed canard surface, much larger than the ‘moustache’ retractable canards of the Mirage Milan, and slightly swept back, is fitted high on each inlet completely out of the pilot’s field of view. Along each side of the tip of the nose is a small strake, which induces a vortex at high angles of attack. At about 60% of the semispan is a dog tooth, the leading edge from there to the tip being extended in chord and drooped in a conical¬ camber arrangement. These changes are claimed to transform the flight capabilities to a new high level, with much tighter sustained turns, better handling (especially at overload weights), reduced low level gust response, flatter and slower approach, better takeoff, reduced field length and greater weapon ¬carrying capability. New avionics were introduced, including a new ranging radar, twin-computer flight control system, multi-mode navigation and weapons delivery system, central air data computer and HUD. By mid 1978 about 150 Kfirs of all types had been built, with output still running at more than two per month. At least some of the early aircraft have been brought up to C2 standard. Ecuador’s attempt to buy 24 Kfirs was vetoed by the US Government, and IAI has since been seeking an alternative engine.
The two seat TC2 entered production in February 1981. Two-seat Kfir-TC2 trainers feature a lengthened and lowered nose for improved view. The longer nose houses the avionics displaced from the C2’s spine and is fitted with small vortex-generating strakes.
In 1985 the US Navy agreed a three-year lease of 12 Kfirs designated F-21As, for use as agressor aircraft pending the delivery of F-l6Ns. The USMC followed suit in 1986, with the lease of 13 Kfirs to fulfil a similar role. IAI is retrofit Kfirs from C2 to C7 standard. The C1s were modified adding narrow-span canard foreplanes above each air intake and a small rectangular strake either side of the nose behind the ranging radar. These additions greatly improved its combat manoeuvrability and slow speed handling. Production of the latest Kfir-C7 advancd the two-seat TC7 began in 1983, and these are now the standard models. Externally similar to the earlier Kfir-C2, the C7 has an uprated J79-J1E engine giving a 4.4kN increase in augmented thrust, allowing a 1,540kg increase in maximum take-off weight. Thrust-to-weight ratio and combat radius are also improved. Avionics are upgraded with a new hands-on throttle-and-stick (Hotas) weapons delivery and navigation system, and a stores management/delivery system which is able to cope with smart weapons. The C7 has two additional hardpoints for the increased payload.
Kfir-C2/TC2 aircraft were upgraded to C7/TC7 standard. The C7 has a specially adapted version of the J79-GEJ1E with some 1,000 lb (454 kg) more afterburning thrust. The type has two extra hardpoints below the intake ducts and a number of advanced features including capability for the carriage and use of smart weapons, Elta EL/M-2021B pulse-Dopplar radar, a revised cockpit with more sophisticated electronics and HOTAS (Hands On Throttel And Stick) controls and provision for inflight-refueling. Maximum take-off weight is increased by 3,395 lb (1,540 kg), but combat radius and thrust-to-weight ratio are improved to a marked degree. The principal Electronic Countermeasures (ECM) system is the Elta EL/L-8202 advanced self-protection jammer.
The upgrade to Kfir-C10 standardwas developed for export. It features a new Elta EL/M-2032 multimode radar, capability to use a HMD (Helmet Mounted Display) and Python IV air-to-air missiles and two 127x177mm Multi-Function Displays produced by Astronautics.
IAI built 212 Kfirs, with 40 early Kfir-1s (many updated to Kfir-C1 spec), about 12 Kifr-TC2 trainers, and the rest Kfir-C2s.
Kfir C7
The principal users were Israel, Colombia, Ecuador, and USA.
As the F-21A, two types of Kfir served with USMC VMFT-401 “Agressor” Sqn, Yuma, Arizona, for dissimilar air combat maneuver training.
F-21A of USMC VMFT-401 “Agressor” Sqn, Yuma, Arizona
The Young Lion was deployed with a squadron of the Israeli Air Force in 1974 and 1975. Then, more aerial units were added to the Kfir. The jet shot down a Syrian MiG-21 in 1979 with an Israeli Shafrir 2 missile. That was the first Israeli home-built missile.
Meanwhile, the Israelis acquired the F-15 and F-16 fighters for aerial combat roles, and the Kfir was more aligned with the ground attack role.
Israel’s Kfir
The Kfir was also exported to Ecuador, where the warbirds shot down three Peruvian airplanes in the 1990s.
Sri Lanka also used the Young Lion during its counterinsurgency against the Tamil Tigers. Five Kfirs are still in service with the Sri Lankan Air Force in 2025.
In Israel, the Young Lions were finally replaced by the F-16s and F-15s.
The Israelis have almost phased out all foreign support for Kfirs in Colombia. Final work with the Colombians will be completed in 2025. Israel had helped Sri Lanka update the Kfir in 2017 with new radars and Python air-to-air missiles.
Kfir C-2 Engine: 1 x General Electric J79-GE-J1E, 17,900 lb / 8119 kg thrust Span: 8.22 m (27 ft) Canard span: 12 ftt 3 in / 3.73 m Length: 15.55 m (51 ft) Height: 14 ft 11.25 in / 4.55 m Wing area: 374.6 sq.ft / 34.80 sq.m Canard area: 17.87 sq.ft / 1.66 sq.m Empty weight: 16,060 lb / 7285 kg Gross weight: 35,714 lb / 16,200 kg Maximum speed: over 2335 km/h (1450 mph, Mach 2.2). Range: 428 mi / 690 km Ceiling: 58,000+ ft / 17,580+ m T/O run: 1450 m. Ldg run: 1280 m. Armament: 2 x 30mm DEFA 552/553 cannon Bombload: 12,731 lb / 5775 kg Seats: 1
Kfir C-7 Engine: 1 x General Electric J79-J1E afterburning turbojet 83.40 kN (18,750 lb st) Installed thrust (dry / reheat): 52.9 / 83.3 kN. Span: 8.22m (26 ft 11½ in) Length: 15.65m (51 ft 4.25¼ in) Height: 4.55m (14 ft 11.25in) Wing area: 34.46 sq.m / 392.47 sq.ft Empty, equipped weight: 7285 kg (16,060 lb) MTOW: 16,500 kg (36,376 lb) Warload: 6085 kg / 13,415 lb Max level speed at 10975m (36,000 ft): Mach 2.3 / 2440 km/h (1516 mph) Time to height: 5min 10 sec to 15,000 m. Service ceiling: 17680m (58,000 ft) Combat radius hi-lo-hi: 1185 km. Fuel internal: 3240 lt. Air refuel: Yes. Armament: 2 x 30 mm DEFA 553 / 140 rounds per gun, 6085 kg (13,415 lb) ordnance Hard points: 9.
When the French government placed an embargo on export of strategic items to Israel in 1967, including a batch of 50 Mirage 5 fighter/attack aircraft built to Israel’s specification and already paid for, the Israeli government realized it had to seek self sufficiency in combat aircraft. As a first step it authorized Israel Aircraft Industries (IAI), whose headquarters were at Lod airport, to build a close copy of the Mirage but with IAI and other locally produced equipment and electronics. The first Nesher (Eagle) flew in September 1969. IAI built 61 Nesher / Daggers, with 51 single-seaters and 10 two-seat Nesher-Ts.
Originally designed by Ted Smith in 1960 and called the Aero Commander Jet Commander, the design first flew in 1963. When the company was taken over by North American Rockwell in 1967, the Justice Department in¬sisted that the new firm divest itself of Rock¬well’s rights to the Jet Commander. The Gov-ernment apparently felt that common owner¬ship of two bizjet designs the Commander and North American’s existing Sabreliner¬ – would give North American Rockwell a lock on the market. For a variety of public and pri¬vate reasons (the Sabreliner’s origin as a mili¬tary project was mentioned most frequently), the Government decreed that the Command¬er must go. The project was bought lock, stock and tooling by Israeli Aircraft Industries. The machine the Israelis developed from the basic Commander design was the IAI Westwind 1124 and its successor, the Westwind 1.
The Jet Commander was so easy to control that flight controls are not boosted hydraulically and there is no artificial stall-warning device. In a deliberate stall, the Jet Commander will not fall off either wing. When Israel Aircraft industries began production of the Commander Jet, several improvements were added: increased takeoff weight, strengthened landing gear, greater fuel capacity, and improved performance. The 1123 Westwind features a longer cabin, auxiliary wingtip fuel tanks, more powerful engines, two additional cabin windows, and modified wing leading edges. The 1124 Westwind is the long-range version utilizing two 3,700-lb. s.t. Garrett turbofans with an 8,620-gallon fuel capacity. The 1123 converted to the 1124 when Garrett TFE731 turbofans were added. That model changed to the 1124A Westwind 2 with improved hot and high performance, better fuel economy and longer range. The Westwind 2 also had a modified wing, winglets, and upgrades to the interior.
Characterised by a mid-fuselage wing, set aft, behind even the rearmost windows, the Westwind is a high versatility, multi-role performer. Israel and Venezuela both have them in use for naval and air-force tracking, while the German air force have three engaged in target towing. As well, Westwinds are to be found perform¬ing fisheries surveillance, anti-submarine reconnisance, air am¬bulance work, VIP carriage, calibration flying, all freight, charter and even, in the case of the Israelis, in the attack role, with missiles attached to fuselage hardpoints. Certified for up to ten passengers and two crew, with seven passengers still air range with mandatory reserves is 2400 nautical miles. An auxilliary fuel tank can be fitted to the rear baggage compartment to give a further 300 nm range. Maximum ramp weight is 23,000 pounds, while a typical Basic Operating Weight runs to 13,200 pounds. Maximum zero fuel weight is 16,500 pounds giving a near 3,500 pound useful load – in the freight configuration this is upped to a 4,000 pound disposable load. Two baggage holds are standard, an 800 pound capacity forward one and a 250 pound rear locker. Both are un¬pressurised though the forward hold is heated. Powered by two Garrett AiResearch TFE 731 engines, each rated at 3,700 pounds static thrust, with clam-shell thrust reversers as standard to minimise brake and tyre wear. Certified under Part 25 of the FAR’s (airline category certification), the Westwind 1 has an excellent balanced-field/range combination. Take-off distance at gross is 5,500 feet, and the aircraft can operate a 2,500 nm sector, with 45 minute reserve, out of a 4,600 foot field carrying four passengers. At the other end of the scale, the same four passengers can be flown a 500 nm trip out of only a 2,550 foot strip. Standard are thrust reversers, antiskid braking, lift dump system, therapeutic oxygen, and single point refuelling. Israel Aircraft Industries flew the IAI 1124 Westwind development aircraft (4X CJA) on 21 July 1975. An improved ver¬sion of the 1123 Westwind introduc¬ing Garrett TFE731 3 turbofans. The new engines have allowed IAI to increase the Westwind’s ramp weight by one ton and other useful changes have been made as well: the wing leading edge cuff has been blunted and drooped slightly in order to maintain reasonable approach speeds de¬spite the weight increases; the two baggage compartments in the tailcone have been enlarged; and the airplane is being delivered from the factory with a completely new avion¬ics package featuring the Collins NCS 31 mul¬tipurpose digital computer a compact RNAV processor and avionics management system. Cabin ac¬commodations, standard, includes four swivelling/tracking/reclining club seats, three fixed seats, a fully enclosed lavatory and a hot¬-and cold refreshment center. A version of the 1124 for the Israeli navy was de¬veloped as the 1124 Sea Scan. A maritime version of the IAI-1124 Westwind corporate jet, the Sea Scan is equipped with a Litton AN/APS 504(V) 360 degree scan search radar, a VLF/Omega naviga¬tion system, and stores pylons on the fuselage sides. Three standard Westwinds, delivered to the Israeli Navy in 1977, have been converted to Sea Scans for maritime patrol and tactical support duties.
Westwind Seats 10. Gross wt. 20,700 lb Empty wt. 9,370 lb Fuel capacity 1,330 USG. Engines two 3,109-lb. s.t. General Electric turbojets. Top speed 428 mph. Cruise 420 mph. Stall 112 mph. Initial climb rate 4,040 fpm. Range 1,600 sm. Ceiling 45,000. Takeoff distance (to 35 ft) 4,100 ft. Landing distance (to 50 ft) 3,400 ft.
IA-1124 Westwind I First built: 1976. Engines: 2 x Garrett TFE 731-3-1G, 3700 lbs thrust. Seats: 7/10. Length: 52.3 ft. Height: 15.8 ft. Wingspan: 44.8 ft. Wing area: 308 sq.ft. Wing aspect ratio: 6.5. Maximum ramp weight: 23,000 lbs. Maximum takeoff weight: 22,850 lbs. Standard empty weight: 12,390 lbs. Maximum useful load: 10,610 lbs. Zero-fuel weight: 16,000 lbs. Maximum landing weight: 19,000 lbs. Wing loading: 74.1 lbs/sq.ft. Power loading: 3.1 lbs/lb. Maximum usable fuel: 8710 lbs. Best rate of climb: 3200. Certificated ceiling: 45,000 ft. Max pressurisation differential: 9 psi. 8000 ft cabin alt @: 45,000 ft. Maximum single-engine rate of climb: 860 fpm @ 150 kts. Single-engine climb gradient: 392 ft/nm. Single-engine ceiling: 25,000 ft. Max speed: 360 kts./.765 Mach. High speed cruise @ 39,000ft: 424 kts/.75 Mach. Fuel flow @ normal cruise: 1048 pph. Long range cruise at 39,000 ft: 393 kts./.7 Mach. Stalling speed, clean, at 19,000 lbs: 113 kts. Stalling speed, flaps 40, at 16,000 lbs: 91 kts. Turbulent-air penetration speed: 230 kts. Duration at high speed cruise: 5.9 hrs. (2,466 nm). Duration at long range cruise: 6.7 hrs (2,640 nm).
IA-1124A Westwind II First built: 1980. Engines: 2 x Garrett TFE 731-3-1G, 3700 lbs thrust. Seats: 9/12. Length: 52.3 ft. Height: 14.8 ft. Wingspan: 44.8 ft. Wing area: 308 sq.ft. Wing aspect ratio: 6.5. Maximum ramp weight: 23,650 lbs. Maximum takeoff weight: 23,650 lbs. Standard empty weight: 12,717lbs. Maximum useful load: 10,933 lbs. Zero-fuel weight: 16,500 lbs. Maximum landing weight: 19,000 lbs. Wing loading: 76.2 lbs/sq.ft. Power loading: 3.2 lbs/lb. Maximum usable fuel: 9555 lbs. Best rate of climb: 3500. Certificated ceiling: 45,000 ft. Max pressurisation differential: 9 psi. 8000 ft cabin alt @: 45,000 ft. Maximum single-engine rate of climb: 900 fpm @ 209 kts. Single-engine climb gradient: 258 ft/nm. Single-engine ceiling: 29,000 ft. Maximum speed: 470 kts. Normal cruise @ 45,000ft: 425 kts. Fuel flow @ normal cruise: 992 pph. Stalling speed clean: 113 kts. Stalling speed gear/flaps down: 99 kts. Turbulent-air penetration speed: 230 kts.
Seascan Engine: 2 x Garrett TFE731 turbofan. Installed thrust: 33 kN. Span: 13.65 m. Length: 15.93 m. Wing area: 28.6 sq.m. Empty wt: 6273 kg. MTOW: 10,952 kg. Warload: 2182 kg. Max speed: 872 kph. Initial ROC: 1524 m / min. Ceiling: 13,715 m. T/O run: 1180 m. Ldg run: 534 m. Fuel internal: 5390 lt. Range: 4275 km. Air refuel: No.
The Arava first flew on 27 November 1969, and entered production for military and civilian customers in 1972. More than 90 had been delivered by mid-1985. The standard military version of the twin-turboprop utility transport is the IAI-201. In the transport role up to 24 troops or 16 para¬troops may be carried, and machine-gun packs can be fitted to the fuselage sides. Rocket pods may be fitted on two additional fuselage pylons. The improved IAI-202 has a lengthened fuse¬lage with accommodation for 30 troops, 20 paratroops, 2,500kg of cargo, or 12 stretcher and five attendants, plus a fully wet wing with winglets for increased range. The winglet modification is available as a retrofit on earlier Aravas.
IAI 202 Arava Engine: 2 x P&WAC PT6A. Installed pwr: 1167 kW. Span: 21.6 m. Length: 13.5 m. Wing area: 43.7 sq.m. Empty wt: 4110 kg. MTOW: 7710 kg. Payload: 2500 kg. Cruise speed: 319 kph. Initial ROC: 390 m / min. Ceiling: 7620 m. T/O run: 400 m. Ldg run: 250 m. Fuel internal: 1663 lt. Range/payload: 630 km with 2500 kg. Capacity: 30 pax.
Bedek Aircraft Ltd was established in 1950 as as an aircraft and aero-engine overhaul centre, and added the licence manufacture of Slingsby sailplanes to its activities in 1957.
Israel Aircraft Industries was established April 1967 from former Bedek Aircraft Company (founded 1953), as a repair and maintenance organization. Bedek manufactured Slingsby sailplanes under license from 1957, and also initiated license production of the French Fouga Magister.
In 1958 it obtained licence rights to manufacture the French Potez Air-Fouga Magister jet trainer for the Israeli Air Force ad flew its first Magister, assembled from imported components, in mid-1960. Delivery of aircraft manufactured entirely by IAI began in 1961 and the production rate was two or three per month.
IAI now composed of several operating groups and subsidiaries, including Bedek Aviation Group (for aircraft maintenance and modification/ upgrading, engine work, overhaul, and modification of components and subsystems, and manufacture of manned and unmanned ground equipment, boats and aircraft structures), Commercial Aircraft Group (work includes Westwind, Astra, and Galaxy business jets, manufacture of subassemblies for Boeing, and much more), Military Aircraft Group (overhaul, repair and modification of combat aircraft, design and manufacture of UAVs, and helicopter work), and Electronics Group.
Built Nesher fighter 1969, an Israeli-designed interim modified version of the French Mirage III. Developed a more-capable version as the Kfir, which first flew in 1973 and went through several progressively improved variants by manufacture and modification. Designed light STOL transport known as Arava, prototype of which first flew November 27,1969, and produced civil and military versions. Acquired in 1967 all rights of Rockwell-Standard Corporation’s Jet Commander twin-turbojet business transport and developed this into the improved twin-turbofan IAI.1124 Westwind, which entered production in 1976. Developed the IAI.1125 Astra (first flown March 1984), which remained available in 1999 in latest SPX form. Shareholder in Galaxy Aerospace in U.S.A., which promotes the Astra SPX and promotes and fits out the new Galaxy wide-body bizjet developed by IAI.
Developed the Phalcon airborne early warning and intelligence aircraft, using the conformal Phalcon radar system developed in cooperation with Elta Electronics Industries of lAI’s Electronics Group, which can also be installed on aircraft other than the original modified Boeing 707 type (first B707/Phalcon flew May 1993; other platforms being proposed include Airbus A310, Boeing 767, and llyushin II-76).
In June 2001 Gulfstream bought Galaxy Aerospace from Israel Aircraft Industries.
The Klimov GTD-350 (initially Isotov GTD-350) is a Soviet gas-turbine turboshaft engine intended for helicopter use. Designed in the early 1960s by the Isotov Design Bureau the engine, first run in 1963, was later produced by Klimov and PZL, production ending in the late 1990s after more thaan 11,000 were built.
The GTD-350 powers the Mil Mi-2, the first Soviet gas-turbine powered helicopter, and has accumulated over 20 million hours in service.
Type: Turboshaft Length: 1,350 mm (4.429 ft) Diameter: 522 mm (1.713 ft) Dry weight: 135 kg (298 lb) Compressor: Seven-stage axial flow plus single-stage centrifugal Combustors: Single-chamber reverse flow Turbine: Single-stage compressor turbine, two-stage power turbine Maximum power output: 400 hp (298 kW) Overall pressure ratio: 6.05:1 at 45,000 rpm Specific fuel consumption: 365 g/hp/hr Power-to-weight ratio: 2.2 kW/kg (1.34 hp/lb)
The original J3-1 version of this simple single-spool axial-flow turbojet was developed by Nippon Jet-Engine Co, which was formed in 1953 by a group of manufacturers including Mitsubishi, Ishikawajima, Kawasaki and Fuji. The programme was taken over by Ishikawajima-Harima in 1959 and their improved YJ3 prototype engine was flown for the first time in the Fuji T1FI trainer in 1960. As a result of successful flight tests of this aircraft, a production batch of 20 J3-IHI-3 turbojets was ordered and the first of thes was delivered in April 1962 to power the production version of the T1FA for the JASDF. The other 19 are scheduled for completion by November. The J3-IHI-3 has an eight-stage steel compressor, annular combustion chamber with 30 burners and a single-stage turbine. Its pressure ratio is 4.2:1 and air mass flow 49.51b/sec.
Max dia: 28.35 in Overall length: 72.85 in Dry weight: 815 1b Weight with accessories: 948 lb Max rating: 2,645 lb thrust s.f.c: 1.05
Japan Ishikawajima Kokuki KK was formed at Tokyo in December 1924, with a factory at Tachikawa. Built small batches of 2-seat biplanes: T-2/-3 recon, R-1/-2/-3/-5 trainers and light ambulance (later designated KKY). KKY with 130hp Cirrus replaced by 150hp Ha-12 or Kamikaze radial was developed as KS-I for survey duty while company was being reorganised 1936 as Tachikawa.
Ishikawajima-Hanma Jukogyo Kabushiki Kaisha (Ishikawajima-Harima Heavy Industries Co Ltd) 1962: 2-4 Ote-Machi, Chiyoda-ku, Tokyo
Sole manufacturer of aircraft gas-turbine engines in Japan, Ishikawajima-Harima took over the J3 turbojet from the Nippon Jet-Engine Company in 1959, when the latter had completed its five year development programme for the engine. It is also manufacturing under licence General Electric J79 turbojets to power Japanese-built F-101J Starfighters, and is preparing to produce the General Electric T58 shaft-turbine for helicopter, marine and industrial applications. Under development is an aft-fan version of the J3, designated J3-F. The single stage fan will be in line with the turbine and driven by exhaust gases in the main engine, but will be mechanically independent. It is designed to offer a 40 percent increase of thrust compared with the J3, with no increase in fuel consumption.
All Aero 